Boadway joint



Re. '1 6,202 v Nov- 10,1925

B. BRIVODY' ROADWAY JOINT 1 Original Filed July 21, 1919 w M INVEItlTOR/I*1 a,

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ATTORNEY ;R-.;...,.,d Nov. 10, 1925.

UNITED stares PATENT OFFICE.

" BERNARD BBIODY', OF YOUNGSTOWN, OHIO, A SSIGNOB TO TBUSCON STEELCOMPANY,

A CORPORATION 01 MICHIGAN.

V noAnwAY Jom'r.

original No. 1,537,063, dated May 12, 1925, Serial No. 312,164, filedJuly 21, 1919. Application for reissue filed August 29, 1925; Serial1T0. 53,419.

To all whom it may come m:

Be it known that I, BERNARD citizen of the United States, and formerlyresiding at Chicago, in the county of Cook and State of Illinois, nowresiding at Youngstown, in the county of Mahoning and State of Ohio,have invented a new and Improved Roadway Joint, of'which the followingis a'sp'ecification. I

I This invention relates to "concrete pavements and to the means forpreventing said pavements from cracking irregularlyand at varying angles.to the sides, and its object is to provide means for causing theconcrete roadway to crack along a predetermined line when thecontractual stresses within the body of the concrete become too greatfor the tensional strength of the concrete, and to prevent the end ofoneusection of roadway from lifting up above the adjacent end of theadjoining section. I

This invention consists in a strip of metal embedded vertically in thepavement, and being. of'less depth than the body of the .concrete sothat there will be some concrete abovefth'e top edge of the strip. Thruthe use of. my invention, the roadway remains perfectly smooth andunbroken'until stresses are setup in'the concrete. When suflicientlyexcessive stresses do occur to cause cracks, such cracks will usuallyoccur" along 'a straight line, predetermined thruthe location of said'metal, the crack occurring immediately above'and in line with saidmetal.

This strip of metal is corrugated longitudinally. The invention furtherconsists in forming the corrugations in the metal v strip, when theseare used, of such size and form that the tongues of concrete extendinginto them will be suflicien'tly strong to -'carry the end of the slab.from which they extend. V I

In the accompanying drawing, Fig. 1 is a transverse section of a highwayhaving a concrete pavement provided i proved 2-2 of Fig. 1. Figs? and 4are similar sections showingmodified forms of joints;

Similar reference characters referjto like parts throughout the severalviews.

- The older' concrete roadways are commonly disfigured by irregularcracks, which, if notattended to, soon develop into ruts.

" In an effort t9 overcome this objection,

joint. Fig. 2 is a section on the line f I parallel metal bars have beenembeddedin BRI'onY,-'a the concrete roadway 'at the surface, these bars,and the asphalt or tar between them,

constituting what are known as expansion joints,

the chief aim, however, being to pro- I have found that when each bar ofsuch protection joint is secured to-the adjacent concrete,

the movement between the bars is very small and that the expansion andcontraction of the.

roadwa need not be taken into account in any but the most rigorousclimates,

The use of these protection joints results in' ridges on the wearingsurface of the roadway, which'becoine so objectionable that in someptates the use of these joints is forbidden, the resulting ridges beinga serious source of annoyance.

The change in a section of roadway because of the change in itstemperature is or tremely'slight for the reason that the body of theslab does not vary in temperature to any great extent, but rather,because of its conductivity, remains at nearly the temperature of theearth beneath it.

, Under certain conditions, however, there is a slight contraction ofthe posin and t v aterial comthe slab, usually in very cold weather, eslab may crack. I have, therefore,

, provided a strap of sheetmetal, whose width is less than the thicknessof the'slab, which I embed in the roadwa the lower edge of the stripbeing preferably at the bottomIfac'e of the slab, but the upper edgewhat below its upper face.

always somesufiicientto crack the slab does occur, the

" break is usually along strip where the concrete is weakest, and, be

,ing a straight line, can asphalt with the least roadway however 'noyingbumps-of the prese t roadways are Themaln reason for the breakageofconcrete be filled with tarfor amount of labor. The wears eve y, andthe anroadways probably is 'the uneven stresses towvhich the" roadway issubjected from above and below. As arule, because of uneven fills,uneven excavations, and uneven density of the sub-grade, the upwardresistance to the pressureby-the pavement- I causes shearing stresses tobe set up when eavy loads are hauled over the roadway,

9O iIf shrinkage the upper edge of the .out departing from the tion asset forth in the following claims.

My improved cracks but;v it the sub-grade is not perfectly drained,heavy frost often causes an upheaval of the pavement and crackingresults. M improved joint, not only localizes the cracks but causes thepavement to settle back in a ement by holding the edges of the sectionsinto which the pavement is broken in their original relative positions.

In Fig. 2 the strip 1 is shown embedded in the concrete 2, and to becorrugated to form longitudinal ribs 3, 4 and 5 on the concrete.

en thepavement is depressed by an unusual load or lifted byfrozeiiiiiground,-the projecting ribs of the concrete and the. cor-.rugations of themeta'l will cause the adjacent ends of the sections ofthe pavement to rise and fall toge her, the corrugations ofthe strip.andthe ribs serving as keys to hold the ends of thesections inalinement.

that there will be no indications until the pavement cracks.

In Fig. 3, the

of. the joint and :11, which corrugationsroadway, be curved to the sameare as the bottom of the pavement if that is crowned and thedepth of thestrip and the shape and size, of the corrugations may be varied asdesired by those skilled in the art withspiritof my inven- I claim 1. Ina roadway, a body of concrete con:

on the" concrete;

The width of the stripis lessthan the depth of the pavement so strip 7has a single corrugation 8, while in Fig. 4 the strip 9 has twoas moldsfor forming the he strip will, of; course, where placed transversely .tothe stituting the pavement of the. roadway, and

a strip Y of metal and corrugated longitudinally,

.is the width per edge is below embedded in the concrete whose length ofthe pavement and whose upthe surface bf the roadway,

rugations on the adjacent road sections servi- Hlg to keep said sectionsin alinement.

f 2. A divider for use in concrete and similar roadways consisting ofastrip ofmetal having a straight being corrugated bottom edgesandcontact with the portion at its top edge and intermediate-its top; and Xhaving both of itssidesin concrete;

3. A divider for plastic bodiesconsisting of an imperforate stripof.metal having istraight top-and bottom edges'and having alongitudinally tween said edges contact with the extending corrugation.be-

and hav ng both sides in plastic material.

4..A dividerfor use in concrete and similar roadways, '-cons1st1ng of ajmetal strip embedded in the roadway material with both askingin theedges as to tend of the itssides in contact with or adjacent to theroadway material, I I ly straight top edge so located below the surfaceof the roadway :is to tend to localize and having a substantialroadwayabove and along and'being so -'c01'- to keep adj acent sections roadwayin-alinement, Y 5.'In a roadw y, a body of concrete constituting-the'pavement ofthe roadway, and

a lon itudinally so emiedded in t edge is below corrugated strip ofmetal by the cor- Y he roadway that its upper 1 the surfacethereof, thetongues of concrete formed by the corrugations of said strip on adjacentsections of the roadway serv alinement.

mg keep the sections in BERNARD BRIODY. T

